Power transfer assemblies for motor vehicle drivelines having integrated two-piece pinion shaft and coupling unit

ABSTRACT

An integrated pinion, bearing and coupling (PBC) assembly for use with a hypoid gearset in power transfer assemblies of motor vehicles. The PBC assembly includes a pinion unit having a pinion gear segment and a pinion stub shaft segment, and a coupler unit having a coupling flange segment and a coupler shaft segment. The pinion stub shaft segment surrounds and is in press fit engagement with the coupler shaft segment. A portion of the coupler shaft segment is deformed to be retained within one of a receiver groove and raised projections formed in the pinion stub shaft segment so as to fixedly secure the coupler unit to the pinion unit.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. patent application Ser. No.15/089,906 filed Apr. 4, 2016 which claims priority to U.S. ProvisionalApplication No. 62/145,327 filed Apr. 9, 2015. The entire disclosures ofthe above applications are incorporated herein by reference.

FIELD

The present disclosure relates generally to power transfer systems forcontrolling the distribution of drive torque from a powertrain to frontand rear drivelines of four-wheel drive (4WD) and all-wheel drive (AWD)motor vehicles. More particularly, the present disclosure is directed toan integrated pinion-bearing-coupling (PBC) assembly for hypoid gearsetsof the type used in driveline applications for such motor vehicles.

BACKGROUND

This section provides background information related to the presentdisclosure which is not necessarily prior art.

In view of consumer demand for 4WD and AWD motor vehicles, a largenumber of power transfer systems are currently utilized in vehicularapplications for selectively and/or automatically transmitting rotarypower (i.e., drive torque) from the powertrain to all four wheels. Inmost power transfer systems, a power transfer assembly is used todeliver drive torque from the powertrain to one or both of the primaryand secondary drivelines. The power transfer assembly is typicallyequipped with a torque transfer clutch that can be selectively actuatedto shift operation of the power transfer system between a two-wheeldrive mode and a four-wheel drive mode. In the two-wheel drive mode,drive torque is only transmitted to the primary driveline while drivetorque can be transmitted to both of the primary and secondarydrivelines when the vehicle is operating in the four-wheel drive mode.

In most 4WD vehicles, the power transfer assembly is a transfer caseconfigured to normally transmit drive torque to the rear driveline andto selectively/automatically transfer drive torque through the torquetransfer clutch to the front driveline. In contrast, in most AWDvehicles, the power transfer assembly is a power take-off unit (PTU)configured to normally transmit drive torque to the front driveline andto selectively/automatically transfer drive torque through the torquetransfer clutch to the rear driveline.

Many power transfer assemblies are equipped with anadaptively-controlled torque transfer clutch to provide an “on-demand”power transfer system operable for automatically biasing the torquedistribution ratio between the primary and secondary drivelines, withoutany input or action on the part of the vehicle operator, when tractionis lost at the primary wheels. Modernly, such adaptively-controlledtorque transfer clutches are configured to include a multi-platefriction clutch and a power-operated clutch actuator that isinteractively associated with an electronic traction control systemhaving a controller and a plurality of vehicle sensors. During normaloperation, the friction clutch can be maintained in a released conditionsuch that the power transfer assembly only transmits drive torque fromthe powertrain to the primary wheels for establishing the two-wheeldrive mode. However, upon detection of conditions indicative of a lowtraction condition, the power-operated clutch actuator is actuated toengage the friction clutch and deliver a portion of the total drivetorque to the secondary wheels, thereby establishing the four-wheeldrive mode.

In virtually all power transfer systems of the types noted above, thesecondary driveline is configured to include a propshaft and a driveaxle assembly. The propshaft is drivingly interconnected between anoutput of the torque transfer clutch and an input to the drive axleassembly. Typically, a hypoid gearset is used to transmit drive torquefrom the propshaft to a differential gear mechanism associated with thedrive axle assembly. The differential gear mechanism may include adifferential carrier rotatably supported in a differential housingportion of an axle housing and which drives at least one pair of bevelpinions which, in turn, are commonly meshed with first and second outputbevel gears that are connected to corresponding first and secondaxleshafts for driving the secondary wheels. The hypoid gearsettypically includes a ring gear and a pinion gear meshed with the ringgear. The pinion gear is formed integrally with, or fixed to, a pinionshaft that is rotatably support by a cartridge-type bearing unit in apinion housing portion of the axle housing. The pinion shaft istypically connected via a shaft coupling component of a coupling device,such as a universal joint, to the propshaft. The ring gear is typicallyfixed for rotation with the differential carrier. Due to the axialthrust loads transmitted through the hypoid gearset, it is common forthe bearing unit to include at least two laterally-spaced bearingassemblies to support the pinion shaft for rotation relative to thepinion housing portion of the axle housing. Conventional arrangementsfor rotatably mounting the pinion shaft in the drive axle assembly areshown in U.S. Pat. No. 6,544,140 and International Publication No.WO2013/043202.

While such conventional pinion shaft and coupling support arrangementsare adequate for their intended purpose, a need still exists to advancethe technology and structure of such products to provide enhancedconfigurations that provide improved efficiency, reduced weight, andreduced packaging requirements.

SUMMARY

This section provides a general summary of the disclosure and is not tobe interpreted as a complete and comprehensive listing of all of theobjects, aspects, features and advantages associated with the presentdisclosure.

It is an aspect of the present disclosure to provide a power transferassembly for use in motor vehicles and which is equipped with a hypoidgearset having an integrated pinion-bearing-coupling (PBC) assembly.

It is a related aspect of the present disclosure to provide anintegrated PBC assembly for use with the hypoid gearset installed in oneof a power take-off unit and a drive axle assembly and which isconfigured to be connected to a propshaft.

It is another related aspect of the present disclosure to provide anintegrated PBC assembly having a pinion head secured to a tubular shaftsegment of a coupler, a lock collar adapted to be fixedly installed in apinion portion of a housing, and a bearing unit disposed between thelock collar and both the pinion head and the shaft segment of thecoupler.

It is another aspect of the present disclosure to provide a method forfixedly securing the pinion head to the shaft segment of the coupler bydeforming a portion of the shaft segment into engagement with a portionof the pinion head. In one arrangement, the deformed portion of theshaft segment is an annular rim flange configured to be deformedradially outwardly into a receiver groove formed in the pinion head. Inanother arrangement, the annular rim flange on the shaft segment isdeformed radially outwardly into engagement with radially-inwardlyextending surface projections formed on the pinion head.

It is another aspect of the present disclosure to utilize a similarmethod for fixedly securing a rotary component to a tubular shaftsegment of a shaft. In one arrangement, the rotary component is acoupler flange configured to be secured to an end portion of the tubularshaft segment of a pinion shaft. In another arrangement, the rotarycomponent is a drive gear or sprocket configured to be fixedly securedto the tubular shaft segment of an output shaft.

In accordance with these and other aspects, objectives and features ofthe present disclosure, a power transfer assembly is disclosed for usein a motor vehicle to include a rotary input driven by a powertrain ofthe motor vehicle, a rotary output driving an output device arranged totransmit drive torque to a pair of wheels, and a hypoid gearset having aring gear and an integrated pinion-bearing-coupling (PBC) assembly. Thering gear is drivingly connected to one of the rotary input and therotary output. The PBC assembly is drivingly connected to the other oneof the rotary input and rotary output. The PBC assembly is configured toinclude a pinion head having a pinion gear segment with teeth adapted tomesh with teeth on the ring gear and a tubular pinion stub shaftsegment, a coupler having a tubular coupler shaft segment and a couplerflange segment, a lock collar, and a bearing unit disposed between thelock collar and pinion stub shaft segment of the pinion head and thecoupler shaft segment of the coupler. The pinion stub shaft segment ofthe pinion head surrounds and is in press-fit engagement with thecoupler shaft segment of the coupler. A metal deformation process isemployed to upset a ring of material associated with the tubular couplershaft segment of the coupler into engagement with at least one of areceiver groove and raised surface projections formed in the pinion stubshaft segment of the pinion head.

Further areas of applicability will become apparent from the detaileddescription provided herein. The specific embodiments and examples setforth in this summary are intended for purposes of illustration only andare not intended to limit the scope of the present disclosure.

DRAWINGS

The drawings described herein are provided for illustrative purposesonly of selected embodiments and are not intended to limit the scope ofthe present disclosure. According to the following:

FIG. 1 is a schematic view of a four-wheel drive (4WD) motor vehicleequipped with a 4WD power transfer system having one or more productsand/or assemblies embodying the teachings of the present disclosure;

FIG. 2 is a diagrammatical illustration of a power transfer assembly,configured as a transfer case, associated with the 4WD power transfersystem shown in FIG. 1;

FIG. 3 is schematic view of an all-wheel drive (AWD) motor vehicleequipped with an AWD power transfer system having one or more productsand/or assemblies embodying the teachings of the present disclosure;

FIG. 4 is a diagrammatical illustration of a power transfer assembly,configured as a power take-off unit, associated with the AWD powertransfer system shown in FIG. 3;

FIG. 5 is a diagrammatical view of an alternative version of theall-wheel drive vehicle shown in FIG. 3 and which is equipped with anAWD power transfer system having one or more products and/or assembliesembodying the teachings of the present disclosure;

FIG. 6 is a schematic view of a power transfer assembly, configured as atorque transfer unit, associated with AWD power transfer shown in FIG.5;

FIG. 7 is a sectional view of an integrated pinion-bearing-coupling(PBC) assembly adapted for use with any of the previously-noted powertransfer systems and which is constructed in accordance with a firstembodiment of the present disclosure;

FIG. 8 is a sectional view of an integrated PBC assembly constructed inaccordance with a second embodiment of the present disclosure;

FIG. 9A through 9D illustrate a method for assembling an integrated PBCassembly which is constructed in accordance with a third embodiment ofthe present disclosure;

FIG. 10 is a sectional view illustrating a fourth embodiment of anintegrated PBC assembly of the present disclosure in relation toportions of an axle assembly;

FIGS. 11A through 11C illustrate a method for securing the pinion andcoupling components of the integrated PBC assemblies utilizing theteachings of the present disclosure;

FIG. 12 illustrates an arrangement for performing the method shown inFIGS. 11A through 11C;

FIGS. 13A and 13B illustrate use of a method, similar to that shown inFIGS. 11A through 11C, for securing a coupling component to a gear shaftcomponent of a PBC assembly constructed according to a fifth embodimentof the present disclosure; and

FIGS. 14A and 14B illustrate use of a method, similar to that shown inFIGS. 13A and 13B, for securing a gear/sprocket component to a tubularshaft component in accordance with the teachings of the presentdisclosure.

DETAILED DESCRIPTION

Example embodiments will now be described more fully with reference tothe accompanying drawings. The example embodiments are provided so thatthis disclosure will be thorough, and will fully convey the scope tothose who are skilled in the art. In particular, various examples ofdifferent power transfer systems for motor vehicles will be described towhich products and/or assemblies embodying the teachings of the presentdisclosure are well-suited for use. To this end, various power transferassemblies including, without limitations, transfer cases, powertake-off units, drive axle assemblies, torque transfer coupling, anddifferentials are disclosed which are equipped with a hypoid gearsethaving an integrated pinion, bearing and coupling (PBC) assemblyconstructed in accordance with the teachings of the present disclosure.However, numerous specific details are set forth such as examples ofspecific components, devices, and methods, to provide a thoroughunderstanding of embodiments of the present disclosure. It will beapparent to those skilled in the art that specific details need not beemployed, that example embodiments may be embodied in many differentforms and that neither should be construed to limit the scope of thedisclosure. In some example embodiments, well-known processes,well-known device structures, and well-known technologies are notdescribed in detail.

The terminology used herein is for the purpose of describing particularexample embodiments only and is not intended to be limiting. As usedherein, the singular forms “a,” “an,” and “the” may be intended toinclude the plural forms as well, unless the context clearly indicatesotherwise. The terms “compromises,” “comprising,” “including,” and“having,” are inclusive and therefore specify the presence of statedfeatures, integers, steps, operations, elements, and/or components, butdo not preclude the presence or addition of one or more other features,integers, steps, operations, elements, and/or components, but do notpreclude the presence or addition of one or more other features,integers, steps operations, elements, components, and/or groups thereof.The method steps, processes, and operations described herein are no tobe construed as necessarily requiring their performance in theparticular order discussed or illustrated, unless specificallyidentified as an order of performance. It is also to be understood thatadditional or alternative steps may be employed.

When an element or layer is referred to as being “on,” “engaged to,”“connected to,” or “coupled to” another element or layer, it may bedirectly on, engaged, connected or coupled to the other element orlayer, or intervening elements or layers may be present. In contrast,when an element is referred to as being “directly on,” directly engagedto,” “directly connected to,” or “directly coupled to” another elementor layer, there may be no intervening elements or layers present. Otherwords used to describe the relationship between elements should beinterpreted in a like fashion (e.g., “between” versus “directlybetween,” “adjacent” versus “directly adjacent,” etc.). As used herein,the term “and/or” includes any and all combinations of one or more ofthe associated listed items.

Although the terms first, second, third, etc. may be used herein todescribe various elements, components, regions, layers and/or sections,these elements, components, regions, layers and/or sections should notbe limited by these terms. These terms may be only used to distinguishone element, component, region, layer or section from another region,layer or section. Terms such as “first,” “second,” and other numericalterms when used herein do not imply a sequence or order unless clearlyindicated by the context. Thus, a first element, component, region,layer or section discussed below could be termed a second element,component, region, layer or section without departing from the teachingsof the example embodiments.

Spatially relative terms, such as “inner,” “outer,” “beneath,” “below,”“lower,” “above,” “upper,” and the like, may be used herein for ease ofdescription to describe one element or feature's relationship to anotherelement(s) or feature(s) as illustrated in the figures. Spatiallyrelative terms may be intended to encompass different orientations ofthe device in use or operation in addition to the orientation depictedin the figures. For example, if the device in the figures is turnedover, elements described as “below” or “beneath” other elements orfeatures would then be oriented “above” the other elements or features.Thus, the example term “below” can encompass both an orientation ofabove and below.

Referring initially to FIG. 1, an example of a four-wheel drive (4WD)power transfer system for a motor vehicle 10 is shown. Motor vehicle 10includes a powertrain 11 operable for generating and transmitting rotarypower (i.e. drive torque) to a first or primary driveline 18 and asecond or secondary driveline 20. Powertrain 11 is shown, in thisnon-limiting example, to include an internal combustion engine 12 andtransmission 14. Primary driveline 18, hereinafter identified as therear driveline, includes a pair of ground-engaging rear wheels 22interconnected via a pair of rear axleshafts 23 to a rear differential24 as part of a rear drive axle assembly 26. Secondary driveline 20,hereinafter identified as the front driveline, includes a pair ofground-engaging front wheels 32 interconnected via a pair of frontaxleshafts 33 to a front differential 36 defining a front drive axleassembly 36.

The power transfer system shown in FIG. 1 also includes a power transferassembly, configured as a transfer case 16, and operable to receivedrive torque from powertrain 11 and transmit such drive torquepermanently to rear driveline 18 and selectively/automatically to frontdriveline 20. Transfer case 16 includes a rear output shaft 30, a torquetransfer clutch 17, and a front output shaft 40. A first end of a rearpropshaft 28, also associated with rear driveline 18, is drivinglyconnected via first joint coupling 27 to rear output shaft 30 while asecond end of rear propshaft 28 is drivingly coupled via a second jointcoupling 29 to an input component 21 of rear axle assembly 26. As such,rear propshaft 28 is configured to transmit drive torque from rearoutput shaft 30 of transfer case 16 to rear differential 24 of rear axleassembly 26. Similarly, a first end of a front propshaft 38 associatedwith front driveline 20 is drivingly connected via a first jointcoupling 37 to front output shaft 40 while a second end of frontpropshaft 28 is drivingly connected via a second joint coupling 39 to aninput component 31 of front axle assembly 36. Thus, front propshaft 38is configured to transmit drive torque from front output shaft 40 oftransfer case 16 to front differential 34 of front axle assembly 36.Rear input component 21 includes a rear pinion shaft driving a rearhypoid gearset for transmitting drive torque from rear propshaft 28 torear differential 24. Likewise, front input component 31 includes afront pinion shaft driving a front hypoid gearset for transmitting drivetorque from front propshaft 38 to front differential 34. As will bedetailed, the present disclosure is directed to pinion shaft support andcoupling arrangements that are applicable to one or both of inputcomponents 21 and 31.

With continued reference to FIG. 1 of the drawings, motor vehicle 10 isfurther shown, in this non-limiting embodiment, to include anelectronically-controlled power transfer system 42 configured to permita vehicle operator to select between a two-wheel drive (2WD) mode, apart-time or “locked” four-wheel drive (LOCK-4WD) mode, and an adaptiveor “on-demand” four-wheel drive (AUTO-4WD) mode. In this regard,transfer case 16 is equipped with torque transfer clutch 17 that can beselectively actuated for transferring drive torque from powertrain 11 tofront output shaft 40 for establishing the LOCK-4WD and AUTO-4WD modesof operation. The power transfer system 42 further includes apower-operated clutch actuator 44 for controlling actuation of transferclutch 17, a power-operated disconnect actuator 45 for controllingactuation of a disconnect clutch 46, a plurality of vehicle sensors 47for detecting certain dynamic and operational characteristics of themotor vehicle, a mode selector 49 for permitting the vehicle operator toselect one of the available drive modes, and a controller unit 48 forcontrolling coordinated actuation of actuators 44, 45 in response toinput signals from vehicle sensors 47 and a mode signal from modeselector 49. Front axle assembly 36 is of the “disconnectable” type andis shown with disconnect clutch 46 operably disposed between a pair ofshaft segments associated with of one of front axleshafts 32.

To establish the 2WD mode, clutch actuator 44 is controlled to shifttransfer clutch 17 into a “released” mode while disconnect actuator 45is controlled to shift disconnect clutch 46 into a “disconnected” mode.With transfer clutch 17 in its release mode, no drive torque istransmitted through transfer clutch 17 to front output shaft 40 suchthat all drive torque is delivered from powertrain 11 to rear wheels 22via rear driveline 18. With disconnect clutch 46 in its disconnectedmode, axleshaft segments 33A, 33B are disconnected such that rotation offront wheels 32 during motive operation of vehicle 10 does not causefront propshaft 38 and front output shaft 40 to be back-driven.

To establish the lock-4WD mode, disconnect actuator 45 is controlled toshift disconnect clutch 46 into a “connected” mode and clutch actuator44 is controlled to shift transfer clutch 17 into a “fully-engaged”mode. With transfer clutch 17 operating in its fully-engaged mode, rearoutput shaft 30 is, in effect, drivingly coupled to front output shaft40 such that the drive torque is equally distributed therebetween. Withdisconnect clutch 46 in its connected mode, shaft segments 33A, 33B aredrivingly connected such that drive torque delivered to front outputshaft 40 is transferred via front driveline 20 to front wheels 32.

To establish the AUTO-4WD mode, disconnect clutch 46 is shifted into ormaintained in its connected mode and clutch actuator 44 operates toadaptively regulate the drive torque distribution ratio between rearoutput shaft 30 and front output shaft 40 by varying operation oftransfer clutch 17 between its released and fully-engaged modes. Thedesired distribution ratio is based on and determined by control logicassociated with controller unit 48 and which is configured toautomatically determine a desired amount of the total drive torque to betransferred to front output shaft 40 based on the operatingcharacteristic and/or road conditions detected by sensors 47

Referring to FIG. 2, a non-limiting example of transfer case 16 will nowbe described. In the arrangement shown, a transmission output shaft 15extends from a transmission housing 60 into a transfer case housing 62that is adapted to be secured to transmission housing 60 and whichdefines an internal chamber 64. Transmission shaft 15 is coupled forcommon rotation with rear output shaft 30. Transfer case 16 is furthershown in FIG. 2 to generally include a transfer assembly 68, with torquetransfer clutch 17 configured to include a friction clutch assembly 70controlled by power-operated clutch actuator 44. Transfer assembly 68can be configured as a geared drive assembly or as a chain driveassembly. In the particular example disclosed, transfer assembly 68 is achain and sprocket drive assembly having a first sprocket 74 drivinglycoupled to rear output shaft 30, a second sprocket 76 rotatablysupported on front output shaft 40, and a continuous power chain 78encircling and meshing with both first sprocket 74 and second sprocket76. A coupling interface 79, such as a spline connection, isschematically shown for indicating a direct coupling of first sprocket74 for rotation with rear output shaft 30. Friction clutch assembly 70is shown having a first clutch member 80 coupled for rotation withsecond sprocket 76, a second clutch member 82 coupled for rotation withfront output shaft 40, and a multi-plate clutch pack 84 comprised of aplurality of interleaved inner and outer clutch plates. Power-operatedclutch actuator 44 includes an operator mechanism 88 having an axiallymoveable apply device capable of applying a compressive clutchengagement force on clutch pack 84, and a powered driver unit 90operable for controlling operator mechanism 88 so as to control theaxial position of the apply device relative to clutch pack 84.

As is well known, the magnitude of the clutch engagement force generatedby operator mechanism 88 and exerted by the apply device on clutch pack84 is proportional to the amount of drive torque transmitted from rearoutput shaft 30 through transfer assembly 68 to front output shaft 40.Accordingly, when a predetermined minimum clutch engagement force isapplied to clutch pack 84, a minimum drive torque is transmitted tofront driveline 20. In contrast, when a predetermined maximum clutchengagement force is applied to clutch pack 84, a maximum drive torque istransmitted to front driveline 20. As such, adaptive control of thefront/rear drive torque distribution ratio can be provided by activelycontrolling operation of transfer case 16 to establish a two-wheel drive(2WD) mode and an on-demand four-wheel drive (4WD) mode. FIG. 2 alsoillustrates a transfer case controller 48A, associated with vehiclecontroller 48 of FIG. 1, that is operable for controlling actuation ofpowered driver unit 90 which, in turn, controls the axial position ofthe apply device relative to clutch pack 84.

Referring now to FIG. 3, an example of an all-wheel drive (AWD) powertransfer system for a motor vehicle 10′ is shown. Motor vehicle 10′includes a powertrain 11′ comprised of an engine 12′ and a transmission14′. The primary driveline, in this non-limiting example, is frontdriveline 20′. Drive torque from powertrain 11′ is transmitted through afront differential 34′ to front wheels 32 via front axleshafts 33. Thesecondary driveline, in this embodiment, is rear driveline 18′. As willbe described, the first end of a rear propshaft 28′ is drivinglyinterconnected to an output component 91 of a power transfer assembly,hereinafter referred to as power take-off unit 90. Furthermore, outputcomponent 91 of power take-off unit 90 includes a pinion shaft driven bya hypoid gearset for transmitting drive torque from powertrain 11′ torear propshaft 28′. As will be detailed, the present disclosure isdirected to pinion shaft support and coupling arrangements that areapplicable to output component 91.

FIG. 4 diagrammatically illustrates a non-limiting example of powertake-off unit (PTU) 90. A final drive gearset 92 of transmission 14′includes an output gear 94 driving a ring gear 96 fixed to adifferential carrier 98 of front differential 34′. PTU 90 includes aninput shaft 100 driven by gearset 92 or differential carrier 98, ahypoid gearset 102, and a torque transfer clutch 17′ therebetween.Hypoid gearset 102 includes a crown gear 104 meshed with a pinion gear106 which, in turn, is drivingly connected to a pinion shaft 108 whichacts as output component 91. Torque transfer coupling 17′ includesclutch assembly 70′ and power-operated clutch actuator 44′. Clutchassembly 70′ includes a first clutch member 80′ coupled to input shaft100, a second clutch member 82′ coupled to crown gear 104, and amulti-plate clutch pack 84′. When a minimum clutch engagement force isapplied to clutch pack 84′, a minimum drive torque is transmitted viahypoid gearset 102 to rear driveline 18′. In contrast, when a maximumclutch engagement force is applied to clutch pack 84′, a maximum drivetorque is transmitted via hypoid gearset 102 and pinion shaft 108 torear driveline 18′. Thus, adaptive control over the engagement of clutchpack 84′ results in the on-demand transfer of drive torque to reardriveline 18′. This allows establishment of the above-noted 2WD and 4WDmodes of operation for vehicle 10′. While only shown schematically,power-operated clutch actuator 72′ is again configured to include anoperator mechanism 88 and a powered drive unit 90 operable to adaptivelyregulate the magnitude of the clutch engagement force applied to clutchpack 84′.

Referring now to FIG. 5, a revised version of AWD motor vehicle 10′ isnow shown with torque transfer clutch 17′ removed from PTU 90 andoperably disposed between rear propshaft 28′ and input component 21 torear axle assembly 26. As best seen from FIG. 6, input component 21 isshown to include a pinion shaft 110 and a hypoid gearset 112. Pinionshaft 110 is adapted to be coupled to one of the clutch members offriction clutch assembly 70′. Hypoid gearset 112 includes a pinion gear114 meshed with a ring gear 116. Pinion gear 114 is fixed to pinionshaft 110 while ring gear 116 is fixed for rotation with a differentialcarrier 120 of rear differential 24. Rear differential 24 is furthershown to include a differential gearset disposed with carrier 120 andincluding at least one pair of bevel differential pinions 122 eachmeshed with a pair of bevel differential side gears 124. Differentialpinions 122 are rotatably support of pins 126 fixed for rotation withcarrier 120. Each differential side gear 124 is drivingly connected to acorresponding one of rear axleshafts 23. Rear axle assembly 26 includesan axle housing 130. Carrier 120 of rear differential 24 is rotatablysupported by a pair of laterally-spaced bearing units 132 within axlehousing 130. Likewise, pinion shaft 110 is shown rotatably supportedwithin axle housing 130 via a cartridge-type bearing unit 134. Actuationof power-operated actuator 44′ again functions to control the amount ofdrive torque transmitted from rear propshaft 28′ to rear differential 24via clutch 70′ and hypoid gearset 112.

The above configurations are clearly illustrated to incorporate a hypoidgearset into one or more products and/or assemblies associated with rearaxle assembly 26, front axle assembly 36, and/or PTU 90. Accordingly thefollowing detailed description of various embodiments of the presentdisclosure is sufficient to provide one skilled in this art anunderstanding and appreciation of the structure and function of thefollowing.

Referring now to FIG. 7, an integrated pinion-bearing-coupling assembly,hereinafter referred to as PBC assembly 150, is shown to generallyinclude a pinion head 152, a coupler 154, a bearing unit 156, and a lockcollar 158. Pinion head 152 is a tubular component having a steppedinner surface defined by a first cylindrical surface 160 and a secondcylindrical surface 162. A gear segment 164 of pinion head 152 includesa leading edge 166 and a trailing edge 168, between which gear teeth 170are formed. An integral pinion hub shaft segment 204 extends axiallyfrom trailing edge 168 of gear segment 164. Coupler 154 is shown toinclude a tubular coupler shaft segment 172 and a coupler flange segment174 delineated by an endcap segment 176. A stepped outer surface ofshaft segment 172 is defined by a first cylindrical surface 178, asecond cylindrical surface 180, and a third cylindrical surface 182.Bearing unit 156 includes a bearing ring 190 press-fit into acylindrical bore 192 formed in lock collar 158 and which defines a firstannular outer race surface 194 and second annular outer race surface196. Bearing unit 156 also includes a set of first rollers 198 and a setof second rollers 200.

With continued reference to FIG. 7, a first inner race surface 202 isformed in tubular pinion hub shaft segment 204 and extends axially fromtrailing edge 168 of pinion head 152. Likewise, a second inner racesurface 206 is formed in coupler shaft segment 172 of coupler 154 at aninterface between its second and third cylindrical surfaces 180, 182.First rollers 198, shown as ball bearings, are disposed between firstouter race surface 194 of bearing ring 190 and first inner race surface202 formed on pinion hub shaft segment 204 of pinion head 152. Likewise,second rollers 200, also shown as ball bearings, are disposed betweensecond outer race surface 196 of bearing ring 190 and second inner racesurface 206 on coupler shaft segment 172 of coupler 154. A flange ring210 axially locates bearing ring 190 with respect to lock collar 158. Asseen, a rotary seal unit 212 is disposed between lock collar 158 andthird outer cylindrical surface 182 of coupler shaft segment 172.

Pinion head 152 is configured to be rigidly secured to coupler shaftsegment 172 of coupler 154 for common rotation therewith. In accordancewith one non-limiting fixation technique, first and second innersurfaces 160 and 162 of pinion head 152 can be press-fit into engagementwith corresponding first and second outer surfaces 178 and 180 on shaftsegment 172. Such press-fit engagement permits desired clearances to beestablished between first and second sets of bearing rollers 198 and 200and their corresponding inner and outer race surfaces. This feature alsopermits elimination of separate inner race rings since they areintegrated directly into pinion hub segment 204 of pinion head 152 andcoupler shaft segment 172 of coupler 154, respectively. In addition,lock collar 158 includes external threads 218 that are adapted to meshwith internal threads (not shown) formed on a housing (not shown) tofacilitate precise setting of the pinion depth (gear systembacklash/pattern) relative to a ring gear associated with a hypoidgearset. The selection of the particular bearing elements also providesproper pinion gear deflection values to insure that the contact patternsbetween pinion teeth 170 and the teeth of the mating ring gear isoptimized. Following proper axial positioning of PBC assembly 150, viathreaded engagement of lock collar 158 with the housing, lock collar 158is fixed to the housing (via staking, welding, etc.). Thereafter, adrive member (i.e. the joint coupling, propshaft, etc.) can be securedto coupling flange section 174 of coupler 154 via suitable fasteners(not shown) mounted in bores 220. Lock collar 158 also includes anannular groove 222 configured to receive and retain a seal member, suchas an O-ring, between it and the housing.

Referring now to FIG. 8, various components of a second embodiment of aPBC assembly 150A are shown in association with an axle housing 240defining a pinion mounting segment 244 having a cylindrical aperture242, and a ring gear 248 which together with gear segment 164A of pinionhead 152 defines a hypoid gearset 250. Ring gear 248 is fixed forrotation with a differential carrier which rotatably supports at leastone pair of bevel pinions from pinion posts. PBC assembly 150A isgenerally similar to PBC assembly 150 of FIG. 7 with the exception thatoblong or “pill-shaped” rollers 198A and 200A replace ball rollers 198and 200. The mating inner and outer race surfaces are identified withcommon numbers now having an “A” suffix. This alternative configurationprovides optimized stress and deflection characteristics. Specifically,oblong rollers 198A, 200A provide added stiffness and a greater bearingcontact patch for longer service life and extended surface contactfatigue. Thus, PBC assembly 150A illustrates that alternative bearingconfigurations can be used to address thrust loading. Bearing block 190Ais shown pressed into housing aperture 242 until its front edge surfaceengages a flange ring 246 extending radially inwardly from pinionmounting segment 244 of axle housing 240. Alternatively, lock collar 158can be used to axially locate bearing block 190A, in a manner similar tothat shown in FIG. 7, with lock collar 158 being installed in aperture242.

FIGS. 9A through 9D illustrates another alternative embodiment of a PBCassembly, identified therein by reference numeral 150B. For clarity,those components that are generally similar in structure and/or functionto previously described components are hereafter identified by commonreference numerals followed by a “B” suffix. As is seen, FIG. 9Aillustrates pinion head 152B prior to assembly and fixation to couplershaft segment 172B of coupler 154B, with bearing unit 156B and lockcollar 158B already assembled onto coupler 154B. FIG. 9B is an enlargedpartial view showing pinion head 152B installed on coupler shaft segment204B of coupler 154B, but prior to the fixation process. FIG. 9Cillustrates PBC assembly 150B with pinion head 152B installed on andfixed to coupler shaft segment 172B of coupler 154B. Finally, FIG. 9D isan enlarged partial view of FIG. 9C showing greater details of themethod used to securely fix pinion head 152B to coupler 154B.

In this configuration, bearing unit 156B now is shown to include a firstbearing assembly 260 and a second bearing assembly 262 separated by aspacer ring 264. First bearing assembly 260 includes an inner race ring266 having an inner surface 267 configured to be press-fit to an outersurface 268 formed on hub segment 204B of pinion head 152B. Rollers 198Bare disposed between race surface 270 of inner ring 226 and a racesurface 272 formed in an outer race ring 274. Outer race ring 274 ispressed into a first aperture 276 formed in lock collar 158B. Secondbearing assembly 262 includes an inner race ring 280 having an innersurface 282 press-fit on a raised boss portion 284 of shaft segment172B. Rollers 200B are disposed between a race surface 286 on inner racering 280 and a race surface 288 formed in an outer race ring 290.

As best seen in FIG. 9A, an internal surface 294 formed in hub segment204B of pinion head 152B includes a series of projections 296 (i.e.splines, serrations, knurling, etc.) adapted to be press-fit against anouter cylindrical surface 298 formed on shaft segment 172B of coupler154B. While not limited thereto, projections 296 can extend outwardlyfrom surface 294 to define “raised” projections. An annular receivergroove 300 is formed in inner surface 294 adjacent to a radial stopsurface 302. Upon press-fitting of pinion head 152B onto coupler shaftsection 172B, an end surface 304 thereon is positioned in proximity tostop shoulder 302, as is best seen in FIG. 9B. Thereafter, an annularrim flange 306 which is formed to extend radially inwardly from an innerdiameter surface 307 of shaft segment 204B adjacent end surface 304, isradially outwardly deformed (i.e. “upset”) so as to move a ring ofdeformed material 308 into annular receiver groove 300, thereby axiallyretaining pinion head 152B on coupler shaft segment 172B, as is bestshown in FIGS. 9C and 9D. One joining method could include forcing amandrel through coupler shaft segment 172B which would function toradially deform rim flange 306 outwardly so as to establish and locate acontinuous annular ring of deformed material 308 within receiver groove300.

Referring now to FIG. 10, a slightly modified version of integrated PBCassembly 150B of FIGS. 9A-9D is shown prior to and after assembly into adrive axle assembly. The axle assembly includes an axle housing 352having a first housing section 354 secured to a second housing section356. A pair of laterally-spaced bearing units 358 and 360 rotatablysupport a differential assembly 362 in axle housing 352. Differentialassembly 362 includes a differential carrier 364, with a ring gear 370fixed (i.e. welded) to carrier 364 so as to be rotatably fixed thereto.Ring gear 370 includes teeth 372 configured to mesh with teeth 170B onpinion head 152B of PBC assembly 150B. A pinion post 374 extendsoutwardly from housing section 356. A bearing assembly 378 is installedon pinion post 374. Pinion head 152B includes a bore 380 that isdelineated from bore 294 in hub segment 204B by a radial lip flange 302.Bore 380 is sized to be press-fit onto bearing assembly 378 uponinstallation of integrated PBC assembly 150B into pinion housing portion376 of axle housing 352. As noted previously, lock collar 158B includesexternal threads 218 configured to mate with internal threads 390 formedin tube portion 356 to facilitate axial positioning and retention of PBCassembly 150B therein. The support bearing arrangement shown in FIG. 10is well-suited for use in a PTU, such as shown in FIG. 4, or any type ofdrive axle assembly configuration.

Referring now to FIGS. 11A-11C, an alternative method for fixing thepinion head to the coupler shaft segment of the coupler for any of theintegrated PBC assemblies previously disclosed will now be detailed.However, this method is not limited specifically for use with integratedPBC assemblies and, as such, generic component designations will beused. Specifically, FIGS. 11A-11C illustrate a fixation method for usewith a shaft segment 172C and a gear 152C. Shaft segment 172C includes afirst tubular portion 400, a second tubular portion 402, and anintermediate portion 404 interconnecting the first and second tubularportions. A cylindrical outer surface 408 of first tubular portion 400and a cylindrical outer surface 410 of second tubular portion 402 areconnected by a radial face surface 412. A radially-inwardly extendingannular rim flange 306C extends from a cylindrical inner surface 307C onfirst tubular portion 400 of shaft segment 172C in proximity to an endsurface 304C of first tubular portion 400.

In contrast to the elongated series of projections 296 formed in innersurface 294 of gear hub segment 204B associated with PBC assembly 150Bshown in FIG. 9A, gear 152C is configured to include a gear segment 164Cand a tubular shaft segment 204C together defining a bore 414 having aninner diameter surface 294C formed to include a non-raised surfaceportion 416 and a raised surface portion 418. More specifically,non-raised surface portion 416 of inner surface 294C is formed withoutany surface projections so as to define a smooth cylindrical surfaceprofile. In contrast, raised surface portion 418 extendsradially-inwardly relative to non-raised portion 416 and defines anon-smooth surface, hereafter referred to as knurled surface portion418. As best seen in FIG. 11B, a receiver groove 420 is formed betweenknurled surface portion 418 and non-raised surface portion 416. A radialstop surface 302C delimits receiver groove 420.

Upon assembly of first tubular portion 400 of shaft segment 172C intobore 414 of gear 152C, an interference fit is established betweencylindrical outer surface 408 of first tubular portion 400 and innerdiameter surface 294C of gear 152C. FIG. 11B clearly illustrates thegeneral alignment of rim flange 206C with respect to receiver groove 420and the engagement between knurled surface portion 418 and end portionof cylindrical outer surface 408. FIG. 11C illustrates that, followingan upsetting operation being applied to rim flange 306C, a ring ofdeformed material 308C has moved into receiver groove 420 and intoengagement with knurled surface portion 418. This upsetting operationgenerates a continuous ring of deformed material 308C which improvestorque transfer between gear 152C and shaft 172C while also providingenhanced axial retention therebetween. Obviously, raised surface portion418 in stub shaft segment 204C can have other raised projections insubstitution for the disclosed knurling and which cooperates with thedeformed ring of deformed material 308C to provide the desired torquetransfer and axial retention features. Thus, raised surface portion 418of inner surface 294C can be formed to include projections including,without limitation, knurls, serrations, splines, etc.

FIG. 12 illustrates a tooling and press arrangement configured forproviding the upsetting process disclosed above in relation to PBCassembly 150B of FIGS. 9A-9D and/or in relation to fixation of gear 152Cto shaft segment 172C of FIGS. 11A-11C. For convenience, the arrangementof FIGS. 11A-11C will be used in associated with FIG. 12. The toolingand press arrangement shown generally includes a ram 500 and a base 502associated with a press, and a tooling unit 504 operable in associationwith ram 500 and base 502 to complete the upsetting process. Toolingunit 504 includes a guide 510 secured to base 502 of the press, one ormore clamp plates 512 surrounding gear 152C, and clamps 514 for holdingclamp plate(s) 512 and gear 152C on guide 510. A ram bar 516 is drivenby ram 500 for moving a mandrel 518 that is configured toradially-outwardly deform (i.e. expand) annular rim flange 306C of shaft172C into receiver groove 420 and into engagement with knurled surfaceof gear 152C. Following the upsetting process, mandrel 518 and ram bar516 are retracted to permit removal of the attached shaft/gear productfrom the press.

FIGS. 13A and 13B illustrate use of the upsetting process of securing acoupling component 550 to a tubular pinion shaft segment 552 of aone-piece pinion shaft 554. In this embodiment, pinion shaft 554 has apinion head segment 556 formed integrally with tubular pinion shaftsegment 552. As seen, a radially-inwardly extending rim flange 558 isformed on an inside diameter surface 560 of tubular shaft segment 552 inproximity to its end surface 562. Coupling component 550 includes acoupling flange segment 564 and an axially-extending tubular couplingshaft segment 566 defining a bore 570 having an inside diameter surface568. In this non-limiting arrangement, a non-smooth, and preferablyraised, surface profile, hereafter knurls 572, are formed on innersurface 568. Upon assembly of coupling component 550 to pinion shaft 554prior to the upsetting process, the end of shaft segment 552 isinstalled in bore 570 with its outer surface 576 in press-fit engagementwith knurls 572. Thereafter, the upsetting operation (similar to FIG.12) is used to radially expand annular rim flange 558 and cause thedeformed material to fixedly engage knurls 572.

FIGS. 14A and 14B illustrate use of the upsetting process previouslydisclosed for the purpose of securing a rotary drive component 580 to atubular segment 582 of a shaft 584. In this embodiment, rotary drivecomponent 580 can be either a gear or a sprocket, particularly of thetype used in gear or sprocket drive systems. As seen, aradially-inwardly extending annular rim flange 586 extends from an innerdiameter surface 588 of tubular segment 582 and is aligned with an outerdiameter surface 590 thereof. Rotary drive component 580 includes a hubsegment 592 and a drive segment 594. Hub segment 592 has an aperture 596with an inside surface 598 formed to include a raised, non-smoothsurface profile, hereinafter knurls 600. Upon assembly of hub segment592 onto shaft segment 582, prior to the upsetting process, aninterference fit engagement is established between knurls 600 and outersurface 590. Thereafter, the upsetting process causes rim flange 586 tobe radially expanded and deformed into further engagement with knurls600 on surface 598 of hub segment 592. This process provides a fixationinterface between rotary drive component 580 and shaft 584 for torquetransfer and axial retention.

In summary, the present disclosure is directed to various alternativeembodiments of a stand-alone or pre-assembled PBC assembly. The couplingsegment of each coupler shown in association with the PBC assemblies canmate with a suitable joint assembly or propshaft flange to facilitate adrive connection therebetween.

The foregoing description of the embodiments has been provided forpurposes of illustration and description. It is not intended to beexhaustive or to limit the disclosure. Individual elements or featuresof a particular embodiment are generally not limited to that particularembodiment, but, where applicable, are interchangeable and can be usedin a selected embodiment, even if not specifically shown or described.The same may also be varied in many ways. Such variations are not to beregarded as a departure from the disclosure, and all such modificationsare intended to be included within the scope of the disclosure.

What is claimed is:
 1. A method for fixedly securing a tubular shaftsegment of a shaft to a rotary drive component for providing a two-pieceassembly for use in a motor vehicle power transfer device, the methodcomprising the steps of: providing the shaft segment of the shaft withan exterior surface and an interior surface having a radially inwardlyextending annular rim; providing the rotary drive component with a borehaving an inner wall defining a non-smooth receiver surface; axiallyaligning the exterior surface of the shaft segment with the bore of therotary drive component; establishing a press-fit engagement between theexterior surface of the shaft segment and the receiver surface bypressing the shaft segment of the shaft into the bore of the rotarydrive component until the receiver surface is aligned with the annularrim; and upsetting the annular rim until the annular rim is at leastpartially deformed radially outwardly with respect to the exteriorsurface of the shaft segment for engaging at least one of a groove and aprojection formed on the receiver surface of the rotary drive componentto fixedly secure the rotary drive component to the shaft.
 2. The methodof claim 1, wherein the shaft is a pinion shaft, wherein the shaftsegment of the pinion shaft is a pinion shaft segment, wherein therotary drive component is a coupler component, and wherein the two-pieceassembly is a pinion shaft/coupler assembly.
 3. The method of claim 2,wherein the pinion shaft/coupler assembly is adopted for use in at leastone of a power take-off unit and a drive axle assembly.
 4. The method ofclaim 1, wherein the rotary drive component is a gear, and wherein thetwo-piece assembly is a shaft/gear assembly.
 5. The method of claim 1,wherein the rotary drive component is a sprocket, and wherein thetwo-piece assembly is a shaft/sprocket assembly.
 6. The method of claim1, wherein the step of upsetting the annular rim includes driving amandrel through at least a portion of the tubular shaft segment toengage the annular rim and cause radial deformation of the annular rim.7. The method of claim 1, wherein said step of establishing a press-fitengagement includes abutting the exterior surface of the shaft segmentand the inner wall of the rotary drive component with a stop shoulderdefined by at least one of the exterior surface of the shaft segment andthe inner wall of the rotary drive component.
 8. The method of claim 1,wherein said step of upsetting the annular rim includes deforming theannular rim into the projection, the projection extending radiallyinwardly and including at least one of splines and knurls.
 9. A methodof assembling a pinion-bearing-coupling (PBC) unit, the PBC unitfacilitating the transfer of drive torque from a rotary input to arotary output in a motor vehicle, the method comprising the steps of:providing a coupler including a coupler shaft having an outer surfacedefining a first cylindrical surface and an first inner race surface;providing a pinion unit having an outer surface defining a second innerrace surface; providing a bearing unit including a lock collar and abearing ring, the bearing ring having an inner surface defining a firstouter race surface including at least one respective first roller and asecond outer race surface including at least one respective secondroller; mounting the pinion unit to the coupler shaft to establish apress-fit relationship; installing the bearing unit such that the atleast one first roller engages the first inner race surface and thefirst outer race surface and the at least one second roller engages thesecond inner race surface and the second outer race surface; anddisplacing the lock collar for moving the bearing ring so as to adjustthe preload applied to the at least one first roller and the at leastone second roller.
 10. The method of claim 9 including connecting acoupler flange segment extending radially outwardly from the couplerunit opposite of the press-fit pinion unit to a propshaft and pressingthe lock collar into an axle housing.
 11. The method of claim 9 whereinthe PBC unit is adopted for use in at least one of a power take-off unitand a drive axle assembly.
 12. The method of claim 9 wherein said stepof providing at least one first roller and at least one second rollerbetween the respective inner and outer race surfaces includes providinga plurality of first and second rollers having one of a generallyspherical and oblong shape.
 13. The method of claim 9 wherein said stepof mounting the pinion unit to the coupler shaft to establish apress-fit relationship includes aligning an annular rim extendingradially inwardly from an inner surface of the coupler shaft with anon-smooth receiver surface defined by an inner surface of the pinionunit and deforming the annular rim until it is at least partiallydeformed radially outwardly with respect to the exterior surface of thecoupler shaft into fixed engagement with the receiver surface.
 14. Themethod of claim 13 including a step of abutting the coupler shaft andthe pinion unit with an annular step defined by at least one of theinner surface of the pinion unit and the outer surface of the tubularcoupler shaft.
 15. A power transfer assembly for use in a motor vehicle,comprising: a rotary input driven by a powertrain; a rotary outputarranged to transfer drive torque to a set of wheels; an integratedpinion-bearing-coupling (PBC) assembly is drivingly interconnected toone of said rotary input and said rotary output for facilitating thetransfer of drive torque from said rotary input to said rotary output;and wherein said integrated PBC assembly includes a coupler unit, apinion unit and a bearing unit, said coupler unit including a couplerflange segment and a tubular coupler shaft segment, said tubular couplershaft segment including an exterior surface defining an inner racesurface and an annular rim, said bearing unit including an outer surfacedefining at least one outer race surface, at least one roller disposedbetween said inner race surface and said at least one outer racesurface, a pinion unit including an interior surface defining a receiversurface including at least one of a groove and a projection in fixedengagement with said annular rim.
 16. The power transfer assembly ofclaim 15 wherein said at least one outer race surface of said bearingunit includes a first outer race surface and a second outer race surfaceand said pinion unit defines a second inner race surface, wherein saidat least one roller includes at least one first roller disposed inengagement with said first inner and outer race surfaces and at leastone second roller disposed in engagement with said second inner andouter race surfaces.
 17. The power transfer assembly of claim 15including a lock collar surrounding said bearing unit in press fitengagement and a rotary seal between said lock collar and said couplerflange segment, wherein said coupler flange segment is adopted forconnection to a to a propshaft and said lock collar is adopted forconnection to an axle housing.
 18. The power transfer assembly of claim15 wherein said inner race surfaces and said outer race surfaces arelaterally aligned and radially spaced to define one of a generallyspherical and oval shaped spaces therebetween for retaining saidrollers.
 19. The power transfer assembly of claim 15 where said rotaryinput is a propshaft receiving drive torque from a powertrain, whereinsaid rotary output is a differential assembly driving the set of wheels.20. The power transfer assembly of claim 15 wherein said rotary input isan input shaft, wherein said rotary output is a propshaft.